Combination tie-plate or iron tie and anticreeper for rails



Aug. 4, 1931.'

DQ slNkcvlcH COHBINATION TIB PLATE OR IRON TIE AND ANTIGREPERFOR RAILS,

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Patented Aug.` 4, 1931 UNITED STATES PATENT-1 OFFICE nnzs sINxovIcH, or' BUDAPEST, HUNGARY COMBINATION TIE-PLATE OR IRON TIE ANDANTICREErEn :FOB RAILS` Application led January 31, 1930, Serial No. 424,870, and inHunglary February 6,1829.

For the purpose of fixing railway rails on tie-plates, or direct on iron ties, screw bolts have up to now been employed, as a rule.

Endeavoring to provide amuch more firm 5 and enduring connection between rails and tie-plates, or between rails and iron ties, which connection should at the same time be less costly, I have invented a method and device enabling rails to be fastened immediately to tie-plates or iron ties, without having to use bolts or similar devices.

I have found that this can be done in` a most simple way by providing projections on the surface of the tie-plate or tie, the mutual distance of which at their bases is, in the cold state slightly smaller than the width of the rail-base, notably to an extent corresponding lto the ratey of expansion by heatv at a temperature of about 40G-5000 C.,

which temperature corresponds to dark 'red heat of iron, ensuring hereby that after the tie-plate or tie has been suitably heated, the rail-base will lit exactly between the projections and after cooling it will be powerfully 5 compressed and gripped owing to the shrinkage taking place.

In the drawings Figure 1 shows a front view and Figure 2 a top plan view of an embodiment of my invention, in which the projections are arranged on atie-plate in the form of transverse ribs, the edges of which are bent over the rail-flange after being plac-ed in position between these ribs. Figures 3 and 4t are front'views of an embodiment of the present invention in which a part of the rail 1 is broken away. The full lines show the position ofy the lugs 2 in cold condition, whereas the dotted lines illustrate their expanded position.

Accordingly the base of the rail 1, shown in cross-section, is placed between the two ribs 2 of the tie-plaie 3, the latter itself being fixed to the wooden cross-tie 4 by means of the screws 5.

In the case of iron ties being employed these last-named screws can also be dispensed with, by either welding the tie-plate to the tie, or by arranging the ribs 2 or similar fixing-means on the tie itself.

The parts projecting from the tie-plate or tie may have various shapes; for instance if their inner surface is made sllghtly concave i. e. hook-like, it is not even necessary te bend ,theirends over the rail-flange. l The part of the tie-plate situated between the two ribs is preferably made with an inclined surface, for the purpose of the custom- 'arytilt being given to the rails, whilst the apertures 6 for receiving the bolts forA fixing the tie-plate to the wooden tie are provided On its edges Outside the ribs. By suitably dimensioningv the tie-plate according to the acting stresses'it is also .possible to provide for the vertical stress inscrews 5 being'reduced in each case totherequired amount, by placing these screws'ata suitable distance from the rail-base;` by such placing outwards the momentum to be exerted at the place ofthe screws in order to reduce the yvertical forces acting 'on the edges of the rail-base canbe increased to any desired.y extent; a result which could not be attained with the rail fxingscrews used up to now arranged immediately near theedges of the rail'base. Y- f 7 The rail anchoring according vto the inv'entiony offers considerable advantages as 'comparedto thepresent methods of' rail fixi ing. In consequence of the complete'elimination of detachable parts of construction,y the attachment yobtained between the rail and the tie-plate or respectively between the rail and thetie is a much safer and more solid one, which being capable to resist even ak pullaction of 10000 to 15000 kg. exerted in the longitudinal directionof'the rail, Awill also effectively prevent the rails from creeping and as this very simple device owing to its inexpensiveness can be Aapplied even on each separate wooden or iron transverse tie, itv

becomes possible to weld together considerable lengths of rail, as the fixing device is also capable to take up the stresses arising from dilatation. The diminution of theY number yof rail joints will accordingly also very considerably reduce the cost of track maintenance. Y

Further it should be pointed out that by yemploying this method of rail anchoring,

very considerable savings may be gained in the cost of construction as well as lin the general cost of maintenance of the permanent way. No slippage being possible between the various parts, there is no wear, nor is the frequently repeated tightening of nuts required, nor is any other operation of management, repair or replacement of parts needed.

'The new tie-plate can owing to its simple form be worked by rolling, it does not require any special kind of machining and its dimensions maybe reduced to a minimum; on the other hand its fitting-up, which may be effected either at the works, or on site, does not cause any appreciable expense as the cost of the fuel used for heating is amply refunded by the saving eifected in itters Work.

In the embodiment shown on the drawing vthe ribs 2 are pressed on the edges of the railbase, while still hot or by means of machinery 0r simply hammered on. After cooling-down the tie-plate will owing to the contraction of the material be pressed on the rail flange so firmly as to become completely assembled with the same. The gripping efect may be intensified if desired by previous roughing-up of the edges of the railbase. Should it be required to remove the tie-plate this can also be easily done when heat is applied.

That I claim and desire to secure by Letters Patent of the United States is The herein described method of securing aflanged rail to a metal support having two oppositely positioned normally upright lugs spaced apart a less distancethan the width of said flange, consisting in heating said support forcing the rail ange in a straight line between said lugs with the opposed lat-eral youter faces of said angein engagement with the opposed inner lateral faces of said lugs and While said lugs are still hot, turning their ends over the adjacent upper faces of said j flange.

DEZS sINKoVIoi-I. 

